Railway-signal



2. t e e h s e e h S 3 E... M 0 vnU R G d d. 0 M 0 N RAILWAY SIGNAL.

PatentedApr. 21, 1896.'

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(No Model.) Y Y W. G. R-OOME.

' RAILWAY SIGNAL.

No. 558,566. f Patented Apr. 21, 1896.l

AN DREW B,GRANM. PHUTD'UTHEWSHINGTDK D-C.

NTTED STATES PATENT Fries..V

\VILLIAM G. ROOME, OF JERSEY CITY, NEV JERSEY.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 558,566, dated April2l, 1896.

Application led November 17, 1893. lSerial No. L91,257. (No model.)

To a/ZZ whmn t may concern.-

Be it known that I, WILLIAM G. RooME, of Jersey City, in the county ofHudson and State of New Jersey, have invented a certain new and usefulImprovement in Railway-Signals, of which the following is aspecification.

I will describe my improvement in detail, and then point out the novelfeatures in claims.

In the accompanying drawings, Figure l illustra-tes, diagrammatically,features which will give an engineer a signal in the 'cab of hislocomotive. Fig. 2 is a diagrammatic `view illustrating modified meansfor doing the same. Fig. 3 illustrates, diagrammatically, featuresdesigned to control the brakes on a train. Fig. 4 is a diagrammatic viewillustrating modified means for doing the same. Fig. 5 illustrates,diagrammatieally, features designed to protect a train from a washout,land-slide, or other foreign substance. It may also be placed on abridge or trestle, so as to indicate a break of the bridge or trestle.Fig. l5 is a diagrammatic view illustrating modified means for doing thesame. Fig. 7 illustrates, diagrammatically, modified means for doing thesame, and also illustrates its connection with a train so as to give asignal in the cab or put on the brakes, as may be desired.

Similar letters of reference designate corresponding parts in all thefigures.

Referring first to Fig. 1, A designates a railway-track of ordinary orany suitable construction comprising track-sections a a2 as.

B designates an arbitrary representation of a dynamo-electric machine.The machine I use may be of any desired type. This dynamo is intended tosupply current for certain signaling devices employed in a block system.

The track-section a may be regarded as a section extending from a depotor station. The rails comprised in each track-section are intended to bemade continuous electrically. This may be done by means of lish-plates,chairs, or other devices made of metal and electrically connecting theends of abutting rail-sections. A simple way of connecting adjacentrail-sections comprised'in the tracksection is to fasten the ends of awire between each pair of adjacent rail-sections. The rails comprised ineach track-section are,

track circuit or circuits.

in this example of my improvement, electrically independent of thosecomprised in every other track-section. Their electrical independencemay be secured by employing chairs or iish-plates of insulatingmaterial, such as wood, between the rails comprised in one track-sectionand those comprised in each adjacent track-section. In this example ofmy invention I use what may be regarded as a main circuit, comprisingall the signals and protecting devices, and I also use a In eachtrack-circuit the rails of one of the track-sections is comprised.

I will iirst describe the main circuit and its appurtenances.

C designates a wire leading from one pole or electrode of thedynamo-electric machine B to the ground. As here shown, it isrepresented as connecting with a ground-plate G.

C2 designates another wire extending from the other pole or electrode ofthe machine. This wire extends to a vpoint where the main circuitbranches, one branch, C3, extendingto one terminal or contact-point of atransform er K, and the `other branch, C4, extending to one end of thecoil of an electromagnet s', belong'- ing to a cautionary signal S. Thissignal may be like any of the signals I have explained in my otherpatents. It consists of a lever fulcrumcd between its ends on apin t andcombined with a weight u'. From the other end of the coil of this magneta wire C5 extends to the coil of a danger-signal S2, which may besimilar to the signal S. From theother end of the coil of the signal S2a wire C extends to the contact-piece t" of the circuitchanger H. Thiscircuit-changer Il has combined with it contact-pieces t" i2, a springJ', and a magnet I. From the other end oi' the circuit-changer II a wireC7 extends to the wire C8.

The wire C3 extends to one end of the highpotential coil of atransformer K. This transformer may be of any suitable constructioncomprising high and low potential coils. If

a direct-current dynamo be used, a dynamotor (sometimes called amotor-dynamo or direct-current transformer would be preferable. In othercases the alternating-current transformer or any other kind may be used.

From the other end of the high-potential ICO coil of the transformer K aWire C8 extends to the ground. (Here represented by the ground-plateG4.)

Frein the end of the low-potential coil of the transformer K Wires C9and C10 extend to and contact with the rails of the track-section cL2 ofthe track A. The opposite ends of the rails at the other end of thissection are connected by Wires to the coil of the magnet I belonging tothe circuit-changer l-I.

From the contact-piece i2 awire C24 extends, and from the Wire C24 WiresC25 and C26 extend in different directions along the track. Oneterminates at a contact-piece adjacent to the track-section a and theother at a contactpiece adjacent to the track-section CL3. Thesecontacts will preferably be of some considerable length and are intendedto be touched by a contaet-pieee which Will preferably be made in theform of a brush and carried by the locomotive or some convenient placeon the train. It will be insulated from the metal part of the locomotiveor train and put in communication With the signal in the eab or otherconvenient point on the train.

The signal of the cab Will be connected with the metal of the locomotiveso that it may be grounded. In any ordinary railroad the tracks would besufficiently grounded normally, but if necessary one rail may beconnected With the ground-plate G2 or G3 and have combined with it aresistance device E2 or E, as shown in the drawings. This resistancedevice would preferably be of a heavy resistance, so as not to interferewith the Working of any of the track-circuits.

Obviously, Whenever the magnet I is shortcireuited out by a train, car,or locomotive traveling along the track-section t2 the eircuit-changerwill continue the circuit through the contact-piece 'i2 to the Wires C24C25 C2 and adapt it to be continued to the signal of a locomotivepassing along the track-section (L' or along the track-section CL3 ofthe track A.

Fig. 2 is similar to Fig. l, just described, with the exception that thetransformer K is dispensed with and current is supplied to thetraeksection (t2 of the track A by means of a track-battery L. Aresista-nce device E' is also added to compensate for the removal of thetransformer and to equalize the circuits, the transformer Kin Fig. lbeing Wired to equalize the circuits, or, if desirable, artificialresistance could be added. I have also shown another danger and anothercautionary signal as connected in my signal-circuit C18 C19 C20 C21 C22C323- An engineer approaching the protected track-section A2 from eitherdirection would be notified by either of the caution ary signals S' orS4 that there Was a train, car, or locomotive located upon thetrack-section CL2, or that there Was a broken rail therein, long beforereaching this section. He will again receive this notification on thesignal in his own cab on passing either of the contact-pieces R or R2before reaching the track-section d2 on which the danger is located. Hewill again receive notice of danger in this section when he arrives atthe beginning of itby means of the danger-signals S2 or S3. It will bethus seen that this section is fully protected in both directions.

I may add that the electrical current that is conveyed to the cab of thelocomotive may be connected With the air or other brakes in such manneras to put on the brakes on the train and compel its stoppage Without theassistance of the engineer.

In Fig. 3 I have illustrated this feature of my invention. The maincircuit, comprising the dynamo B and Wires C C2 C3, may correspond withthe same. (Shown in Fig. 2.) The signahcircuit, comprising the Wires CC5 C CT C8 C, as Well as the signals S S2 S'FS S and the circuit-changerIl', may also correspond with those shown in Fig. 2. The Wires C24, C25,and C2G lead from the contact-point "i2, as in the previous figure, tothe contactpieces R R2. The track-circuit CL2 is supplied by currentfrom the track-battery L', as in the preceding figure.

The figures shown inside of the rectangle on the left side of thedrawings represent c011- nections in the interior of the cab of thelocomotive or some other suitable place on the train.

X is an arbitrary representation of a piece of pipe of any suitableconstruction. It is intended to be connected with the train-pipe of thetrain, so that Whenever the magnet 35 is energized through the Wires C2TC25 it Willbeing a solenoiddraw in its movable core c, which slidesthrough the pipe X at a point CZ, thereby opening a passage in the pipeand allowing the air to escape out of the trainpipe and thus putting onthe air-brakes. In case of vacuum-brakes it might be arranged to allowthe air to enter the train-pipe breaking the vacuum, thus putting on thebrakes. The end .2^ of the pipe m may be connected with the train-pipeor other convenint part of the brake system, and the end Q/ wouldpreferablybe left open. If a common Whistle were placed at the end y, itwould also give a signal to the engineer as the brakes were put on.

The Wire C27 extends from one end of the coil of an electromagnet $5 toabrush F', carried by the train and adapted to eoact with thecontact-piece R2, and continuing thc circuit by Wires C2 C24 to thecontact-piece I2 of the circuit-changer Il'.

The Wire C28 may be fastened to the metal of the locomotive so as toreach a ground connection through the rails; but in this example of myimprovement I show it as insulated from the metal of the locomotive andcon nected With the ground through a brush F2, carried by the train, andadapted to coact With a contact-piece R4, which would preferably beplaced on the ties but not connected with the rails.

The contact-pieces Rs and Rl would be a IOO IIO

piece of rail or metal laid on the ties and connected with the ground.(Here represented as connected to ground-plates G2 and G4,respectively.)

Vhen the circuit-changer H shifts its contact from the contact-piece t"to that of the contact-piece z2 by an interference of the track-circuita2, caused by a train, broken rail, wire, or otherwise, the magnet S5 ofa train while passing the contact-piece R2 R4 is energized through theWires C24 C26, contactpiece R2, brush F', wires C27 C22, brush F2,contact-piece R4, and ground-plate G4. This causes the magnet, which ispreferably in the form of a solenoid, so as to be capable of a longrange of movement, to move its armature and open a valve in thetrain-pipe, thus allowing the air to escape and putting on the brakes.If a whistle is attached to one end of the pipe, the engineers attentionis also called to the fact that there is danger in the section a2.

It would be preferable to have the contactpieces R2 R4 placed near tothe meeting ends of the track-sections a2 a3, so that after he hadpassed the cautionary signal S4 his brakes would be put on the train, soas to stop his train just as he arrives at the danger-signal Si. Thiswould also apply to trains running in the reverse direction, through thesignals S' S2 and contact-pieces R R2. It will thus be seen that itwould be impossible for the engineer of a train to enter the section a2while there was danger therein.

I do not wish to be confined to the use of any particular kind of magneton the train, or to any particular kind of application to thetrain-pipe, as the magnet might do its work by letting steam orcompressed air into a cylinder, which in turn would operate the brakes,or it might be a common magnet and release a weight which would do thework. I have endeavored to show this modification in Fig. 4f, which maybe similar to Fig. 3, with this exception and with the exception that Ishow my track-circuit a2 as energized by the transformer K instead ofthe track-battery L'. The resistance device E is also dispensed with, asthe transformer may be wired to correspond with the other branch of themain circuit containing the signals, or artificial resistance may beadded. In this figure X represents the piece of pipe similar to Fig. 3,the magnet .95 being dispensed with, and a common annunciator-magnet I2taking its place. The armature of this magnet is pivoted at a point h'and is normally held away from the magnet by a spring I2, while in thisposition it holds a catch pivoted at a point p' and keeping the valve eof the pipe closed. This valve is hung on the catch at a point p2, andits connection is movable at the points 192293, or a piece of rope mightbe used for this connection Without movable points. From the other endof the valve e a weightu3 is hung, which is adapted to open theair-valve when the magnet l2 is energized and so put on the brakes.

This is done by the magnet releasing its catch and allowing the weighta3 to open the valve.

In Fig. 5, B is an arbitrary representation of a dynamo-electric machineof any desired type. It is intended to operate certain signals in thesystem. It may be replaced by a battery, if desirable. From one of itspoles or electrodes awire C extends to a resistance device E. From theother pole or electrode a wire C2 extends to the ground. (Hererepresented by a ground-plate G.) From the wire C' a wire C5 extends toone end of the coil of an electromagnet s', belonging to a signal S',which may be similar to other signals in my system. From the other endof the coil of this magnet a wire C6 extends to a contact-piece i',which is adapted to coac t with a circuit-changer H and has combinedwith it a spring J', adapted to move it away from the contact-piece i'.It is held against this contact by the magnet I', which is in a localcircuit which I will describe later on. From the other end of thecircuit-changer H a wire C7 extends to one end of the coil of anelectromagnet belonging to a signal S2. From the other end of the coilof this magnet a wire C8 extends to a wire C4, which extends from theresistance device to the ground, (here represented by a ground-plateG2,) or this wire may extend to other devices beyond, thence to theground.

The resistance device E is intended to equalize that branch of the maincircuit, so as to correspond with the branch containing the signals.

The ends of the coil of the magnet I are connected with a local circuit.This local circuit is here represented as being in the form of a fence,the Wires being attachedat intervals to posts of wood or otherinsulating material, the wires in this example of my improvement beingarranged parallel to each other and at a convenient distance, the endsbeing connected to a track-battery L.

The conductor is normally in circuit, and the wires extending from eachpole of the battery are placed alongside of each other, so that if theyshould become crossed they would shunt out the magnet I', or if theyshould become broken they would cause the magnet I to also operate, thespring J' pulling the circuit-changer away from the contact-piece t"whenever the magnet I' is deprived of current or the strength of thecurrent altered by shunting out the magnet. This conductor is designedto be placed near the track at a point where a washout or land-slide islikely to occur. It may be only a single wire,if necessary, and may betacked or nailed to the ties in a place where there is danger ofweakening of the road-bed, or it may be placed in any convenientposition on a bridge, so that if the bridge or trestle is burned,wrecked, or swept away an alarm would be given. The battery L wouldpreferably furnish a current of low potential. lI may also use atransformer to sup- ICO ply this circuit, as shown in some of myfollowing drawings. For convenience I have marked the wires forming thislocal circuit as C1S and Cl and the post or supports by the letter o.

It will be observed that if the wires C1B C1 were to become broken fromany cause or if a land-slide should occur not strong enough to breakthem, but by washing out the posts cause the wires to touch each other,the magnet I would be denergized sufficient to allow its armature to bepulled away from the contact-piece t" by the spring J This would openthe circuit supplying the signals S S2 and their weight-s `u `u2 wouldset these signals at danger. In the event of an accident or othercollision any debris thrown against one of these wires would break it orwould operate to twist it to the adjoining wire, thus setting the signalat danger.

In Fig. G A represents a track of any ordinary or suitable construction,and comprising sections a a2 a3. B represents a dynamo. This dynamo maybe of any of the ordinary types; but I may add that if it be adirectcurrent dynamo a direct-current transformer I sometimes called amotordynamo I or dynamotor would be preferable. In other cases theordinary alternating-currcnt transformer or any other kind may be used.From the poles or electrodes of the dynamo B wires C' and C2 extend.From these wires wires C3 and C4 extend to one of the coils of atransform er K. From the other coil of this transformer a local circuitis formed by wires C7 C8 C9 C10 C11 C12 and the coils of the magnets s's2 S2 s* belonging to their respective signals, together with thecircuit-changer II and its contact-point t'. This circuit, asrepresented, would be normally closed and the signals therefore set atsafety.

From the high-potential coil of the transformer K2 wires C5 and CGextend to the wires C' and C2. From the low-potential coil of thistransformer wires G12 and C14 extend to one end of the rails of thetrack-section a2. From the other end of this track-section a wire C15extends to the conductor forprotecting the track from land-slide, ne.(Here shown as a fence, as in the former drawings, with the exceptionthat there is only a single circuit comprising the fence and not adouble circuit, as shown in Fig. 5.) The other end of this conductorwould be connected bya wire C1 to one end of the coil of anelectromagnet the other end of this coil of this magnet being connectedby a wire C17 with the other rail comprising the track-section a2. Itwill be noted that in this example of my improvement I have connectedthe conductor with my track-circuit of the track-section a2, and it willbe found that if the wire were to become broken by a landslide, washout,or other cause, the signals S S2 S3 SL would set at danger, and as aninterruption of the track-circuit or a breaking of one of the wires ofthe conductor would cause the circuit-changer II to shift away l'rom thecontact-point 1l by means of the spring J and the local circuit of thesignals would be opened at this point, causing them to set at danger.7

Fig. 7 shows this last application as being connected in such a manneras to give a signal in the cab of the locomotive, or arranged to put onthe brakes, if desired. Itis similar to Fig. 2, with the exception thatthe trackbattery L and the resistance device E are dis pensed with Vanda transformer K supplies current of low potential to the track-circuita2 instead of the track-battery L. The transformer may be wired toequalize the resistance of this branch of the main circuit, orartificial resistance may be used. I have also added the conductorarranged in the form of a fence, as in the previous drawings. It islooped in as a part of the track-circuit comprising the track-sectiona2. Thus in my example of my invention it will be seen that the signalswill be set at danger if a landslide, washout, burning of bridge ortrestle or breaking down of the same, or, if the conductor be fastenedto theties, would show a sinking of the road-bed. This would set thesignals S S2 S3 S"L at a position indicative of danger and would warnthe engineer in his cab or cause a complete stoppage of the train byputting on the brakes before the danger was reached.

I am aware that Patent No. 2S8,i80,grantcd November 13, 1883, to W. P.Phelps for an improvement in electrical train stopping and signalingapparatus for land-slides, shows a conductor made in the form of a fencecomprising movable sections, the sections being intended to be moved bythe land-slide to break the circuit. I do not therefore claim, broadly,a circuit to be broken by this means, but claim a continuous Alength ofwire, meaning thereby a rigid conductor without movable contacts orsprings.

lVhat l claim as my inventionyand desire to secure by Letters Patent,is-

1. In a railway signal system comprising a number of sections, thecombination of a number of signals in said sections, a common source ofelectricity supplying said signals, means substantially such asdescribed for conveying a part of the electricity from said commonsource to a moving train to operate a signal on the train and atrack-circuit controlling the train signal, substantially as specified.

2. In a railway signal system comprising a number of sections, thecombination of a number of signals in said sections, a common source ofelectricity supplying said signals, means substantially such asdescribed for conveying a part of the electricity from said commonsource to a moving train to operate a signal on the train and atrack-circuit receiving its energy from a transformer and controllingthe train-signal, substantially as speciiied.

3. In a railway signal system comprising a IOC IIC

number of sections, the combination of a number of signals in saidsections, a common source of electricity supplying said signals, meanssubstantially such as described for conveying a part of the electricityfrom said common source to a moving train to operate a device on thetrain so as to secure a stoppage of the train before the protected blockor section is reached and a track-circuit controlling the device on thetrain, substantially as specified.

4E. In a railway signal system, the combination of a circuit containingthe signal or signals and a circuit comprising a continuous length ofwire arranged near the track of a railway and adapted to be broken ordisarranged by a land-slide or similar disturbance thereby controllingthe signal-circuit, substantially as specified.

5. A visual block system having normallyclosed controlling-circuitsconnected to sections of the track, visual-signal circuits,normally-closed relays controlling said visualsignal circuits andnormally energized over the track circuits, contact devices placed uponthe road-bed in position to close the circuit upon the locomotive incase the latter passes a semaphore when set against it, and anormally-open relay-contact governing the circuit of said contactdevices and adapted to close a break in said circuit when there is abreak in the section of track-circuit.

In testimony. whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

WILLIAM G. ROOME.'

